Equilibrated oscillating engine



March 19, 1940.-

M. H. P. soLoGAlsToA EQUILIBRATED OSCILLATING ENGINE Original Filed Oct.l0, 1956 :5&1

March 19, 1940. M. H. P. soLoGAlsToA 2,194,035

l EQUILIBRATED OSCILLATING ENGINE 5 sheets-'sheet' 2 `Original FiledOct. lO. 1936 Marh 19, 1940- M. H. P. sLoG-AlsToA 4 2,194,035

EQUILIBRA'TED OSCILLATING ENGINE Original Filed Oct. 10, 1 936 5Sheets-Sheet I5 m w'l i k N Y Y INVENTOR.

N J"A TT ORNEY March 19, l940 M. H. P. lsoLocmlsro/m P 2,194,035

EQUILIBRATED OSCILLATING ENGINE Original Filed OCT.. I LO, 1936 5Sheets-Sheet 4 March 19, 1940.

M.VH.' P. soLoGAxsToA EQUILIBRATED OSCILLATING ENGINE Original Filed Ot.10, 1956 5 Sheets-#Sheet 5 Hibb- Huh Patented Mar. 19, 1940 'd s lUNITED' snl'nizsy PATENT; OFFICE EQULIBRATED Manuel Humberto PerezSologaistoa, p v Sula, Honduras oscILLATING ENGNE f' San Pedro v d.ApplicationA october-'1o. 1936,'seria1 Ncfloaos I Renewed July 22, 19397; claims. (c1. 74-46) This invention relates to engines of .theinternal combustionA typeand particularly to an equilibratedoscillatingfengine in which the use of vcranked driving shafts isdispensed with and the rectilinear motion of balancedpistons translatedinto oscillatory motion and finally into continued curvilinear motion ofa driven shaft in such manner as to secure an equilibrated workingaction of the working parts without resort to balanced shafts or otheressentially required balancing means, and whereby the number ofcylinders and pistons required to obtain a balancedvworking action andtotransmit a certain '.power force may be reduced to a minimum, whileallowing power impulses and a power transmitting forceto be obtainedequal in number and force value tothose obtained by the use of amultiplicity of cylindersin engines of conventional ,types.

One object of the invention is to Aprovide an engine in which the.working actions of two, or multiples of two, pistons may be Ialternatelytransmitted to an oscillatory power element which in rits oscillationswill transmit power through intermittently acting motion transmittingdevices to a rotary shaft or the like, whereby the shaft may becontinuously driven in a single direction. I

.A further object of the invention is to provide means whereby thenumber of working impulses of the pistons may be multiplied with respectto the speed of the rotary shaft, as compared with the number of workingimpulses Vobtained in engines of conventional types, whereby the numberof working impulses transmitted tothe shaft on each of its revolutionswill be equal to that obtained in conventional enginek structures by theuse of a materially greater number of cylinders, and whereby a balancedworking action will be secured and an engine of `simplev constructionbut of high workingpower produced.

A still furthery object of the invention is to provide an engine havinga novel working cycle' of its pistons, whereby the production'.A of anengine of the stated' characteristics is made possible. Y.

A still further object of the invention is to provide an engine whichwhile comprising a relatively small number of pistons and other workingparts, reducing its weight and cost of construction, maintenance andoperation, :will

.deliver power equal to that furnished by conventional types of enginesemploying a much vlarger.number of pistons.

A still further object of the invention is to provide an .engine.which-dispenses with the use of elements essential tothe operation ofother internal combustion'engines, whereby an engine o-f greatersimplicity is produced.

With these and other objects in view, the invention consistsr of thefeatures of construction, combination and arrangement of parts,hereinafterfully described andclaimed, reference being had to theaccompanyingdrawings, in which:

Fig. l is a vertical transverse section through the enginetakenfsubstantially on line I--l of Fig. 2. i

Fig. 2 is a vertical front-to-rear section through the engine. v

Fig. .3 is a vertical transverse section through the cylinders andcooperating working parts on anenlarged scale. .v Fig. 4 is a detailsection on line 4-4 of Fig. 3.

Figs.. 5,A 6, 7, 8,9 and 10 are vertical transverse sectionstakenrespectively onv thelines 5-5,

6 6, 'L -1, 8 8, 9-9 andIU-ID of Fig. 2.y

Fig. 11 is a sectional plan View of the cylinders and elements of thefuel and air inlet valves.

Fig. 12.is ahorizontal section through the fuel `tank and fuel chargefeed valve.

Figs..13, 14y and 15 are ksimilar sectionsthrough the fuel charge feedValve.

' are coupled to the telescopic slide members d of diametricallyyopposed lever arms E, E of a hollow-oscillatory sleeve F movable about adriven shaft G'journaled in the casings, said shaft havingy an outwardlyprojecting end portion G. This hollow sleeve'is cut away at itstop andforms a housing receiving the lower end of an oscillatory yoke G2. Thisvyoke G2 is also, movable at its lower end/about the' shaft Gas a ycenter and is provided--with a longitudinal slot `cfreceiving acrank ping' on an'eccentric comprising spaceddisks G3 `fixed yfor rotation on andwith a motiontransmitting central'shaft H journaled in theinner casingA. Integral with or suitablyfixed tothe kshaft G r for rotation Itherewith are a smallgear-f, a large gear f and 'I'he gear f' 5 5 an y,intermediate .Sized .l gear f2.

meshes with a gear pinion h on the shaft H, the gear f with gear 11, ona second motion transmitting shaft H', and the gear f2 with an idlergear h2 journaled on the casing A' for free rotation about one end ofthe shaft H. Journaled in the casing A' parallel with shaft H is a thirdmotion transmitting shaft H2 carrying a gear ht. Also journaled on thecasing A for free rotation about the end of the shaft H opposite that onwhich gear h is mounted is an idler gear h driven by a gear f3 fixed torotate with shaft G. The gears f, h are of 4 to 1 ratio or of othersuitable ratio to drive the shaft H at multiplied speed with relation tothe speed of shaft G. The shaft G, for example, may' have a normalworking speed of 1000 R. P. M. so that through the stated ratio of gearsf, h the shaft H will be driven at a speed of 4000 R. P. M. This multi.plied speed of shaft H with relation to that of shaft G is for thepurpose of securing a predetermined high speed action of the pistons C,C 'to obtain and apply to the shaft G a large number of power strokes oneach of its revolutions, as hereinafter described. At this high speed ofthe shaft H objectionable friction might tend to occur at the bearingends of said shaft. The idler gears h2, h4 are provided to reduce thisfriction to a reasonable degree. To this end the gear h2, h4 turns in abearing bushing i on the casing A and the adjacent end of the shaft Hhas xed thereto for rotation therewith a bushing i which rotates inthehub of the gears h2, which is driven through a gear ratio of the gearsf2, h2, h4 at a suitable intermediate speed between that of the shaft Gand that of the shaft H, say at 2000 R. P. M., thus reducing thefriction on the bearing i to'such a degree that overheating is notliable to occur. The gear h also rotates on` a bushing i2 fixed to theadjacent end of shaft H, which reduces friction at this point, but asingle bushingA being necessary here because gear f3 is4 intermittentlyinstead of continuously rotated and the gear ratio of gears i3, h-l isless than that of gears f2, h2. The idlers h2, h4 further serveas smallfly wheels or balancing elementsftending tomaintain the continuity ofmotion lof shaft G at its intended normal speed. y

On the gear f3 is a. ratchet toothed clutch face j which engages aratchet toothed clutch face 7" on a drive gear J fixed to oscillate withthe oscillatory sleeve F and slidably mounted on said sleeve formovement of its clutch face y" toward and from the clutch face j. Aspring i2 acting on gear J serves to hold these clutch faces inengagement. The teeth of these clutch faces i, y" extend in thedirection of rotation of the shaft G so that on the oscillator stroke inthat direction direct motion will be transmitted to the gear J to drivethe shaft G from the oscillator, while on the oscillator stroke in theopposite direction the clutch teeth of the clutch face y" will slip idlyover the clutch teeth of the clutch face i. The gear J meshes with thegear h3 on the shaft H2, whichin turn meshes with a gear J loose onshaft H', which gear J has a ratchet toothed clutch face i3 forengagement with a ratchet toothed clutch face :i4 fixed to the shaft Hi.A spring 7'5 acts on the gear J to hold the clutch faces in engagementin one direction of rotation of the gear J while permitting the teeth ofsaid clutch faces to slip idly over one another on the reverse directionof rotation of said gear. IThe gear J rotates inthe reverse direction tothe gear-"J and the clutch teeth of the clutch faces i3, jd are soarranged with respect to the teeth of the clutch faces of gear f3, Jthat in the oscillation stroke direction of the oscillator F duringwhich gear J transmits motion to gear f3 gear J driven by gear J throughgear h3 will turn idly, while on the reverse oscillation stroke of theoscillator F gear J through gear h3 will turn gear J in the direction torotate shaft H', the motion of which will be transmitted through gears hand f to shaft G to turn the shaft G in the same direction as thatobtained by the rotation of gear f3. Thus on each oscillation stroke ofthe oscillator motion will be alternately transmitted through the setsof clutch gears to continuously rotate the shaft Gin a single direction,thereciprocatory motions of the pistons being converted into oscillatorymotion of the oscillator and ythen through the ratchet clutches intocurvilinear' or continued rotary motion of shaft G. The ratio of thesets of gears which drive the shaft G Afrornthe oscillator is or may besuch, as stated, as to drive the shaft G at a normal working speed of1000 R. P. M. while enabling this speed to be varied withinpredetermined higher and lower limits by varying the working actions ofthe piston B, B in the cylinders C, C.

It will be-observed by the construction above described that the pistonsC, C' are adapted to reciprocate on straight lines in their cylinders B,B and may be fixed to the piston rods, whereby wabbling motions of thepistons in the cylinders causing wear and tear on the piston walls andpiston rings such as produced by irregularitiesof motion in which therods are coupled to the cranks of a crank and pivotally to the pistonsare avoided. Hence a longer life period of usefulness of the cylindersand pistons is ensured and at the same time a perfect seal between thecylinder walls and pistons may be maintained to allow high fluidpressures in the cylinders to be used without liability of leakage andfaulty actions. This sealing action is one factor which4 permits ci' anovel working cycle of my engine hereinafter described whereby increasedpower may be obtained, the use of parts heretofore employed eliminated,and an engine of light weight produced because of the elimination ofparts and the reduction of the number of cylinders required tofurnishdriving power as compared with an engine ofl ordinary type.

As stated, the shaft H and eccentric G3 are rotated at multiplied speedwith respect to the shaft G. l This is for the purpose of controllingthe working movements of the pistons to multiply the number of powerimpulses per revolution applied to the shaft G. The lower end of theyoke G2 is provided with oppositely extending wings or abutments g2disposed in the direction of the arms E, E on opposite sides of theshaft G. Between these abutments g2 and a stationary abutment orabutments g3 in the oscillator housing sleeve are coiled springs g4forming yielding motion transmitting connections between tlie respectiveoscillator arms E, E and the yoke G2. As the shafts G and H rotate therotation of the shaft H and eccentric G3 at four times the speed of tseshaft G permits of four complete working cycles of each piston on eachrotation of the shaft G and of eight power impulses being applied tosaid shaft on each revolution thereof. The abutments g2 and g3 andsprings g4 not only serve as yielding motion transmitting connectionsbetween the yoke G2 and oscillator F, but provide stops for elasticallylimiting the working strokes of the pistons and till the working strokesof the arms E, E under normal or optimum working conditions whilepermitting such parts to have extended ranges of motion to meet andautomatically compensate for different load changes or workingconditions in the cylinders. The springs and abutments further -serve toprevent shocks at the ends of the working strokes of the oscillator arms`and pistons so that a smooth working action of these parts will beobtained. l

The arms E, E have, in the up and down motions of the pistons, a normal.range of motion through an arc of 45, more or less, in eachdirection ofmovement between their normal stroke limits. The elasticconnectionsformed by the abutments g2, g3 and springs g4 between thegoverning eccentric and oscillator, however, allow the pistons to havean extended range of movement in each stroke direction, that is, eitheron a power stroke, in the event that the piston is impelled on suchstroke by an excessive `working charge, or on a compression stroke inthe event that a normal compression stroke is not sufficient to compressa decient charge. This is of importance in securing a highly efficientoperation of the engine in utilizing to the fullest extent all theavailable power which can bedeveloped from the full charges supplied andin effecting auto-ignition of the charges, which this engine is designedto secure, and a novel cycle of action of the engine, whereby the use ofignition mechanism (except for starting) las well as carbureters,vaporizers and other charge forming, `conditioning and igniting devicesmay be dispensed with and the construction of the engine correspondinglysimplified and the working power of the engine of any given size andweight enormously increased. This novel cycle of operation also adaptsthe driven shaft o f the engine to work at a comparatively low speed,the engine to operate at any altitude without superchargers orotherspecial means, and the speed of the shaft to be exibly varied withinwide ranges with respect to normal, making the engine especiallyvaluable for aircraft use. The means, in addition to the featuresalready described, for securing this normal working cycle and advantageswill now be more fully set forth.

Each cylinder is provided near its lower end` withvv an annular seriesof exhaust ports lc and an annular series of air inlet ports It. Aboutthe cylinder is a jacket K inspaced relation thereto to provide an airspace or chamber k2 communicating at its lower end with 4the ports lcand at its upper end with an annular air intake compartment k3 formed byahead lcd having arcuate air intake ports h formed therein. Anoscillatory valve h5 is mounted on the head lcll and provided withcoacting ports c'l, which valve may be operatedin a manner hereinafterdescribed to supply air to the cylinder for charge forming speedcontrolling and braking actions. At the top of the cylinder is an airoutlet passage Z controlled by a vertically movable valve l adapted toclose against a seat Z2 at the bottom of the outlet l. This valve has astem Z3 extending upwardly and outwardly through the passage Z withinthe space bounded by the head 164, and a spring l is provided about thestem for normally holding the valve closed. The valve also controls thedelivery end of a charge feed p-assagem or m which opens into thecylinder through its seat. The passages v'm and m' of the cylinders B, Blead theretofrom a charge valve chamber M located within the base .of afuel 'its back travel and escape.

holding vchamber or reservoir N, which fuel may be a suitablehydrocarbon or other volatileliquid fuel. Beneath this reservoir N ispositioned a compressed air chamber or reservoir N in communication withthe bottom of each cylinder through a passage containing a spring closedcheck valve n. This reservoir N is kept charged with air by displacementof air from the lower ends of the cylinders by the pistons at the limitof their down strokes, the air passing through the check valve n whichthen closes to prevent In the valve chamber M is an oscilatoryvalve M inthe form of a disk having a pair of feed ports p, q at different radialdistances from its center for coaction respectively with pairs of fuelinlet passages p', q located in opposite Walls 13,1" of the chamber Mfor registration with the respective ports p, q on reverse oscillationmovements of the valve, which passages are in open communication withthe fuel reservoir N. In the wallsl are also formed outlet passages s, tcommunicating with the respective charge feed passages m, m leading tothe cylinders B, B', each passage s, t being located in one of thecasing walls opposite an air passage s', t', one for each passage s, t,leading from the air chamber N', whereby in the oscillation of the valvein one direction a fuel charge for supply to one cylinder will be pickedup by the valve and de-liverd in the reversedirection of oscillation ofthe valve by an air blast to'said cylinder, the arrangement being suchthat measured fuel charges or charges oi' predetermined value or amountwill be alternately delivered in timed accord to the respectivecylinders. The amount of supplied with these charges is not intended tobe suilicient to form an explosive mixture, the air supplied being onlysufficient for a force feed and to. effect a partial atomization of theliquid fuel, the remainder of the air for maintaining combustion beingfurnished by the action of the pistons in the cylinders.

The valve M is provided with. peripheral teeth u meshing with the teethof agear segment 'u' carried by the oscillating yoke G52, whereby saidvalve is actuated in timed accord with the actions of the pistons.

The working cycle in each cylinder is as follows: Assuming `that acharge has been supplied and ignited in the cylinder B the piston Ctherein will be impelled on `its downward or working stroke, thustransmitting downward motion to oscillator armI E. The piston, afterhaving received the full impulse of the gases, passes below the exhaustrports It through which the spent gases exhaust. The piston has anextended range of downward movement, however, in which it passes belowports lc', through which pure air enters to take the place of theexhaust gases, and on such downward movement vthe piston compresses andforces the air in the bottom of the cylinder past lthe check valve .ninto the compressed air reservoir N', whereby said reservoir 4is keptcharged with air. As the piston on its upstroke passes above the portslc the valve opens to admit a` charge of fuel supplied in the mannerbefore described to the cylinder and then quickly closes. This fuelcharge mixes with the air entered through ports k to form a combustiblemixture which on the continued upward movement of the piston iscompressed to a density of twelve atmospheres or more or to a density toraise the temperature of the `mixture to a point to cause auto-ignitionof the mixture and another Working stroke of the piston. The

cycle of action is then repeated, and as these operations arealternately carried out in the cylinders B, B it will be seen that aworking impulse will be transmitted on each downstroke of each pistonand that on the upstroke or inactive stroke of each piston the otherpiston will be on its downstroke and transmitting a working impulse,whereby power will be continuously applied to the oscillator. As aresult of the action oi the controlling eccentric, which is rotated atfour times the speed of the driven shaft, and which eccentric controlsthe actions of the pistons, further will be `seen that each pistonthrough the timing means thus provided will be caused to deliver a powerstroke on each part of the revolution of the shaft G, so that throughthe alternating power actions of the piston eight complete powerimpulses will be transmitted to the shaft G on each of its revolutions,or one on each 45 part of its revolution. By this means a balanced orequilibrated power transmitting action is obtained by the of two powercylinders and pistons only, ena-bling the same degree of balanced powerdrive to be obtained as that requiring the use of a multiplicity or"cylinders in engines of the Otto cycle type or other types heretofore inuse, and without the necessity of driving the shaft G at an excessivelyhigh speed. My improved construction of engine also avoids the necessityof employing carbureters, vapors or other similar devices and ensuresthe supply of a proper fuel mixture and its ignition at all altitudesand under all climatic conditions without the necessity oi usingsuperchargers at high altitudes. My invention. further avoids thenecessity of using electrical ignition means except of a simplecharacter for starting the engine, as after the engine is once startedinto action auto-ignition of the charges is effected. Any suitable meansmay be employed for taking power from the shaft G, if the element to bedrivis not directly driven therefrom, and a clutch and transmission ofconventional type may be employed in connection therewith if so desiredin the use of the engine on automobiles of various kinds.

In starting the engine suitable starting means may be applied to the endG of shaft G to rotate the same, which motion in the form of oscillatorymotion, will be transmitted through the crank g and yoke G2 to theoscillator G3, which in turn through the action of the oscillator willreciprocate the pistons to initiate the starting action. In thisoperation the fuel feed mechanism and admission valves will also beactuated to supply fuel charges to the cylinders, which may be ignitedby a simple type of electrical igniter. The means for operating thevalves l' may be of any preferred type. In the present instance I haveshown the use of rocker arms or levers o each having one end thereofarranged to operate a valve Z and its other end arranged to be engagedby cam members v on a rotary cam disk V, said cam members being properlydisposed to operate the valves at proper time periods. The disk isdriven by timing gears r2, v3 from one end of a shaft V', which isdriven at its opposite end by a gear Uli thereon receiving motion from agear element vii on or driven from the eccentric G3.

The valves kS are normally set for a partial opening of the ports 155,icl', to a degree to supply air in proper amount for admission to thecylinders through the ports 7c' for the formation of the explosivecharges in the cylinders. By manipulation of the valves k6 the amount ofair supplied may be varied to govern the explosive forces of the chargesto flexibly control the speed of the engine within given ranges. Thevalves k6 also provide a means whereby air in large volume may besupplied to the cylinders to slow down the engine to any desired degreeand to cause the engine to serve as a brake for controlling the speed ofa vehicle on which the engine is used as a driving agent. To performsuch retarding and braking functions the valves lc are opened more orless widely to supply an increased volume of air to the cylinders. Theextent to which the valves k6 are opened governs the action of theengine to different degrees. If the valves k6 are opened to a certainextent beyond the normal the additional air taken in will simply weakenthe charges and cause a slowing down of the engine. If the valves kB areopened to an increased extent the volume of air taken into the cylinderwill render nil an explosive action and as the piston will be workingagainst a large volume of trapped air with the result that a brakingaction will be produced. To restore normal conditions it is simplynecessary to return the valves k6l to their normal positions and uponthe opening of the valve l by the actuating cam V they excess air willexhaust through the ports l so that normal working conditions will berestored in the cylinders. If, however, the valves k6 are kept wide openfor a braking action the continually renewed trapped air on the openingof a valve l will blow the admitted charge out through the port Z andforce the valve Z closed, which action will continue each time the valvel' is mechanically opened as long as the valve ICG is wideopen and untilsaid valve k6 is returned to normal position. By this means the speed ofthe engine may be governed independent of the fuel action and a brakingaction instituted whenever desired to quickly slow down the engine andto retard the speed or stop the motion of a vehicle on which the engineis used as a propelling agent. Any suitable means for adjusting thevalves k6 may be employed. As shown in vided With a hand wheel (notshown) or other means for turning it, whereby the valves k6 may besimultaneously adjusted to like degrees.

It will be understood, of course, that the air traversing the chamber k2will absorb heat from the cylinder walls, thus aiding in keeping themotor cool and placing the air in a heated condition for effectiveadmixture with the fuel to form the explosive charges. Also it will beseen that the air drawn into the cylinder through the ports 7c and lc onthe upstroke of the piston and impelled largely through said ports onthe working stroke of the piston will further cool the cylinder andpiston, so that the use of auxiliary cooling devices adding weight andcost may be dispensed with.

The exhaust gases discharged through the port lc may vent to theatmosphere through suitable exhaust passages in the casing sections.

The working parts of the engine may be lubricated in any suitablemanner. In the present instance I have shown merely a preferred meansfor automatically lubricating the cylinders and pistons, as conventionalmeans may be used to lubricate the other working parts. This means forlubricating the cylinders and pistons comprises l an oil :reservoir :I:which may-be formed by ordisposed within the base of the enginecasingfinto which depends from each cylinder an oil feed tube y havingAat its lower end oil inlets y', each tube being connected at its upperend through a check valve y2 with the lower end of its-cylinder, so thaton the upward movement of the piston in the cylinder oil will be drawnby suction into the cylinder and distributed by the piston to lubricatethe piston and cylinder walls. If desired, this oil so taken up may bedistributed bypressure of the pistons to the other working parts of theengine. y The casings A and A may be of any approved construction, but,as stated, are vpreferably of sectional construction, this to allowready assemblage, disassemblage, cleaning and repair of parts. As shownin the present instance, each casing is made of a top section and abottom section divided along a line coincident with the line of thecylinder ports 1c, and each section is also preferably divided along acentral vertical line into two sections. The sections of the innercasing A may be united together and to the outer casing by interlockingor intertting connections or by fastening means, as preferred, while thesections of the outer casing are preferably united by detachablefastening means. Such fastening means, as shown, comprises grooved ribse formed on the meeting-edges of the divisions of the sections of thecasing with which are engaged sliding locking bars e having ribs toengage said grooves, said bars being movable upwardly and downwardly,respectively, to connect and disconnect the casing sections.

From the foregoing description, taken in connection with the drawings,the construction and operation of my improved type of engine will bereadily understood without a further and extended description, and itwill be seen that the invention provides an engine having a novel cycleof operation, one which provides for the supply of fuel charges to theengine cylinders without the use of carbureters, vaporizers or likedevices, one which provides for auto-ignition of the charges, therebyenabling the use of an ignition mechanism to be dispensed with, exceptone of simple character for starting purposes, one in which the pistonsmove in a straight line, thus avoiding piston slap and uneven wear andundue wear and tear on the cylinders and pistons, and at the same timeenabling a tight seal between the cylinders and pistons to be obtainedto prevent leakages and to enable the novel functions described to beperformed. one in which the pistons are permitted to have extendedranges of motion to fully compress efficient charges and to increasetheir delivered power under excessive charges, one in which the numberof reciprocations of the pistons to each revolution of the driven shaftis multiplied, giving a greater nurnber of working impulses to the shafton each of its revolutions, one in which an equilibrated powertransmitting action is obtained without the use of specially constructedbalancing means, and one which adapts the working action of the pistonsto be regulated to vary the speed of the engine without variance of fuelsupply and to enable the engine to be employed for braking purposes, Bythis meansI the use of transmission mechanisms and the like may bedispensed with and an engine provided which is of much simplerrconstruction than a conventional type of engine and which will operatewith great efficiency at all altitudes. It will be understood, ofcourse,

that thestructure disclosedf'for purposes of exempliflcation may bemodified in various vrespects within the scope of the appended claims,without departing from the spirit or sacrificing any of the advantagesof the invention.

While, for example, a preferred construction designed to effectauto-ignition lof the fuel charges is disclosed so that thev use ofignition mechanism. for such purpose is dispensed with, it is to beunderstood that the construction may be such as to admit of the use of aconventional or special type of ignition mechanism if desired'.

What I claim is:

1. In anengine, a'prime mover, a primary voscillator actuated thereby, adriven shaft, 'means actuated lby the primary oscillator. for rotatingthe driven shaft, a second oscillator for imparting oscillatory motion'to the primary oscillator,

and means including a rotary element driven by the driven shaft at agreater speed than said shaft for oscillating the second oscillator.

2. In an engine, a reciprocatory prime mover, a primary oscillatoroscillated thereby, a driven shaft, gearing actuated by said primaryoscillator for rotating the driven shaft, said gearing operating totranslate the oscillatory motion of the primary oscillator intocontinuous rotary motion of the driven shaft, a second oscillator forimparting oscillatory motion to the primary oscillator, said oscillatorsbeing mounted for oscillatory movements in concentric relation, andgearing between the driven shaft and the second oscillator and includinga rotary element driven at a greater speed than the driven shaft foroscillating said second oscillator.

3. In an engine, a reciprocatory prime mover, a primary oscillatoroscillated thereby, a driven shaft, gearing actuated bythe primaryoscillator for rotating the driven shaft, said gearing operating totranslate the oscillatory motion of the primary oscillator intocontinuous rotary motion of the driven shaft, a second oscillator forimparting oscillatory motion to the primary oscillator, gearing betweenthe driven shaft and second oscillato-r for oscillating the latter, saidgearing including a rotary'element rotated thereby at a greater speedthan the speed of the driven shaft, and elastic motion transmitting andcushioning members between said oscillators.

4. In an engine, a reciprocatoryprime mover, a yprimary oscillatoroscillated thereby, a driven shaft, gearing actuated by the primaryoscillator for rotating the driven shaft, said gearing operating totranslate the oscillatory motion of the primary oscillator intocontinuous rotary motion of the driven shaft, a second oscillator forimparting oscillatory motion to the primary oscillator, a rotary crankfor transmitting oscillatory motion to said second oscillator, andgearing driven by the driven shaft for rotating said ro- -tary crank ata greater speed than the driven shaft. n

5. In an engine, a reciprocatory prime mover, a primary oscillatoroscillated thereby, a driven shaft, gearing actuated by the primaryoscillator for rotating the driven shaft, said gearing operating totranslate the `oscillatory motion of the primary oscillator intocontinuous rotary motion of the driven shaft, a second oscillator forimparting oscillatory motion to the primary oscillator, said secondoscillator having a slotted yoke arm extending therefrom, a rotary crankengaging said yoke. arm for transmitting oscillatory motion to saidsecond oscillator, and gearing actuated by the driven shaft for drivingsaid rotary crank at a speed which is a multiple ofthe speed of thedriven shaft.

6. In an engine, a reciprocatory prime mover, a primary oscillatoroscillated thereby, a driven shaft, gearing actuated by the primaryoscillator for rotating the driven shaft, said gearing operating totranslate the oscillatory motion ol the primary oscillator intocontinuous rotary motion of the driven shaft, a second oscillator forimparting oscillatory motion to the primary oscillator, said secondoscillator having a slotted yoke arm extending therefrom, elastic motiontransmitting and cushioning connections between said oscillators, arotary crank engaging said slotted yoke arm for transmitting oscillatorymotion to the second oscillator, and gearing for driving said rotarycrank from the driven shaft at a speed which is a multiple of the speedof the driven shaft.

.7.. In an'engine, the combination of a pair of motor cylinders,reciproctary pistons operating therein and movable simultaneously inopposite directions, a rotary driven shaft, a primary oscillatoractuated by the pistons, motion transmitting mechanism between theprimary oscillator and shaft for translating the reciprocatory motionsof the pistons into rotary motion of the shaft, a second oscillatormounted concentric With the primary oscillator for transmittingoscillatory motion thereto, elastic motion transmitting and cushioningmeans between said oscillators, and a rotary crank or eccentric drivenby the driven shaft at a speed which is a multiple of the speed of saidshaft and operatively coupled to the second oscillator for transmittingoscillatory motion thereto.

MANUEL HUMBERTO PEREZ SOLOGAISTOA.

